CN105209324B - Rear-axle steering controls - Google Patents
Rear-axle steering controls Download PDFInfo
- Publication number
- CN105209324B CN105209324B CN201480027775.6A CN201480027775A CN105209324B CN 105209324 B CN105209324 B CN 105209324B CN 201480027775 A CN201480027775 A CN 201480027775A CN 105209324 B CN105209324 B CN 105209324B
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- wheel
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- speed
- angle degree
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- 238000000034 method Methods 0.000 claims description 14
- 230000001133 acceleration Effects 0.000 claims description 8
- 238000010586 diagram Methods 0.000 description 9
- 238000005215 recombination Methods 0.000 description 2
- 230000006798 recombination Effects 0.000 description 2
- 230000001143 conditioned effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/001—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits the torque NOT being among the input parameters
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
A kind of rear-wheel steering system in vehicle, the system comprises rear-axle steering actuator, vehicle speed sensor and electronic control units.The rear-axle steering actuator is coupled to the trailing wheel of vehicle and controls the steering angle of trailing wheel.The electronic control unit is coupled to the rear-axle steering actuator and the vehicle speed sensor, and is configured to determine that the speed of vehicle and the speed based on the vehicle and the fault-tolerant time of the rear-wheel steering system limit the steering angle of trailing wheel.
Description
Related application
This application claims the common U.S. Provisional Patent Application No.61/825 in a review submitted on May 20th, 2013,
207 priority, entire contents are incorporated herein.
Technical field
The present invention relates to the controls to rear-axle steering.Specifically, the present invention sets limitation to ensure to rear wheel steering angle
The safety operation of vehicle.
The content of the invention
In one embodiment, the present invention provides the rear-wheel steering system in a kind of vehicle.The system comprises rear rotation
To actuator, vehicle speed sensor and controller.The rear-axle steering actuator is coupled to the trailing wheel of vehicle and controls trailing wheel
Steering angle.The controller is coupled to the rear-axle steering actuator and the vehicle speed sensor, and is configured to determine
The speed of vehicle and speed based on the vehicle and the fault-tolerant time of the rear-wheel steering system limit the steering of trailing wheel
Angle.
In another embodiment, the present invention provides a kind of method for the steering locking angle degree for controlling vehicle rear wheel.The side
Method includes：It determines the speed of vehicle, the maximum yaw velocity (yaw rate) of vehicle is determined based on the speed of the vehicle, really
Determine the fault-tolerant time of rear-wheel steering system, pass through speed of the controller based on the vehicle and the maximum of the rear-wheel steering system
The fault-tolerant time determines the steering locking angle degree of vehicle rear wheel and by the controller based on identified vehicle rear wheel
Steering locking angle degree limits the steering angle of vehicle rear wheel.
Description of the drawings
Fig. 1 is the schematic diagram of vehicle.
Fig. 2 is the block diagram of RWS systems.
Fig. 3 is the block diagram of the RWS systems substituted.
Fig. 4 A are the block diagram that the angle limitation to RWS orders is configured.
Fig. 4 B are the block diagram being configured to the limitation of RWS reasonability angle.
Fig. 5 is the chart limited for the angle of severe abrupt deceleration vehicle.
Fig. 6 is the chart limited for the angle of coasting vehicle.
Fig. 7 is the chart for showing the RWS limitations adjusted based on sliding window.
Fig. 8 is the chart limited for the RWS of sample vehicle.
Fig. 9 is to show that the chart for avoiding driving situation occurs.
Figure 10 is the block diagram of RWS systems, and the RWS systems discharge RWS limitations in the case where avoiding driving strategy.
Figure 11 is the flow chart that RWS limitations set limitation increase operation.
Specific embodiment
Before any embodiments of the invention are explained in detail, it should be understood that the present invention not by its application be limited to
The configured and disposed details of component proposed in lower explanation or being illustrated in the following drawings.The present invention can be other implementations
Example and can be practiced or carried out in various ways.
Fig. 1 shows the schematic diagram of vehicle 100.There are four wheel 105A, 105B, 105C and 105D for the tool of vehicle 100.As indicated,
Wheel 105A, 105B, 105C and 105D are connected to two axis 110A and 110B.Four wheels pass through multiple wheel speed sensors
115A, 115B, 115C and 115D are monitored.Wheel speed sensors 115A, 115B, 115C and 115D are coupled to electronic processing unit
(" ECU ") 120 (i.e. controller).Vehicle 100 further includes other sensors, such as yaw-rate sensor 125, lateral acceleration
Spend sensor 130 and longitudinal acceleration sensor 135.In some embodiments, (such as CAN is total via bus by ECU 120
Line) it communicates with other devices (such as sensor, other controllers) in vehicle 100.Trailing wheel 105B and 105D are activated by RWS
Device 140 is turned to the angle controlled by ECU 120.In some embodiments, the angle is by being not that the device of ECU controls.
ECU 120 includes processor (such as microprocessor, microcontroller, ASIC, DSP etc.)；Computer-readable medium or
Memory (such as flash memory, ROM, RAM, EEPRGM etc.), the computer-readable medium or memory can be inside processor, places
It manages outside device or it is combined；And input/out line.ECU 120 may also include various modules (such as hardware or software),
Such as electronic stability program (ESP) and vehicle dynamic management (VDM) module.In other embodiments, ESP and VDM is single
Only module and not a part of ECU.
What the present invention pursued is to realize to be directed to move for the electronic stability program/vehicle of rear-axle steering (RWS) actuator
The security target and standard of state management (ESP/VDM) system, and meet specific automotive safety integrity level (ASIL) and comment
Grade.
In some embodiments, limitation is set for the change of yaw velocity, such as speed<For 50kph<5°/
S, and for speed>For 50kph<3 °/s, to ensure the safety operation of vehicle.
The scope for the RWS angles that can be used safely for specific speed is based on vehicle and changes.A for example, sample vehicle
There is the safe RWS angles under multiple speed as shown in table 1 below.
Table 1
It needs to be determined that fault-tolerant time (FTT).FTT for vehicle to negative situation reaction have how soon.Assuming that RWS actuators can make
Trailing wheel is rotated with the angular speed of 20 °/s, as shown in table 2 for the FTT times of the various speed of sample vehicle.
Table 2
There is RWS actuators very short FTT (such as to be for the maximum RWS actuators rotary speed of 20 °/s
13ms).However, in most systems, the control of RWS is distributed in multiple devices (such as external RWS angle requests device, ESP
Deng) on.Therefore, total FTT of system needs to be considered.For example, ESP can have the FTT of minimum 100ms.Therefore, controlled in ESP
In the embodiment of RWS angles, FTT is that 100ms adds that 13ms for being directed to RWS actuators.In order to realize ASIL D grading (highests
Grading), car speed must be low enough so that the response within 113ms (threshold value) (such as detects problem and shuts down RWS
(stop operating trailing wheel)) it is enough.It need not be controlled in FTT less than in the case of the threshold value using special.For FTT
Higher than the speed under the threshold condition, it is necessary to which the exterior measures support ESP and RWS actuators to realize that ASIL D grade.
Fig. 2 shows to operate the block diagram of the embodiment of RWS systems.Steering angle sensor 200 is detected via direction
Disk 205 is by the requested amount of spin of driver.The amount of spin (i.e. steering angle) is sent to ESP 210, and the ESP then will
Rear wheel angle request is sent to RWS actuators 215, and the RWS actuators then control the RWS angles at the wheel.
Fig. 3 shows alternative block diagram, and wherein RWS actuators 215 are included for the control based on speed limitation RWS angles
The chart 300 of scheme.RWS actuators 215 receive input rank (angle request from ESP 210) and export angle etc.
Grade.For the speed with the FTT lower than threshold value, the angle grade exported is equal with input rank.Once car speed surpasses
FTT that speed targeted more than the threshold value is crossed, output level (RWS angles) is maintained for constant.Thus, rear-axle steering
Angle is without departing from safe class.This method has defect, because being more than the threshold value for asked angle and still can be
The situation of safety, rear wheel steering angle are limited to than it is expected low angle.For example, when being driven around sharp turn, it may be desirable to have
There is the RWS angle bigger than the threshold value.
As shown in table 1, permitted safe RWS angles are reduced as speed increases.It is not exactly pre- in high side
Estimate speed to be not critical, because system will be such that RWS angles limit to compared to the permitted more low-angle of actual vehicle speed.On the contrary,
Estimate speed it is too low cause RWS angles be more than for actual vehicle speed maximum critical situations.In addition, if speed is pre-
Estimate too low, then it will be crucial to calculate minimum FTT.
Determine that speed is graded with ASIL C using wheel speed sensors, which is less than desired for RWS systems
ASIL D grade.Therefore, it is necessary to using additional data to determine speed.For example, other sensors are (as laterally and longitudinally sensed
Device) it can be used for supplementing the data from wheel speed sensors, to more accurately determine speed and realize ASIL D gradings.
In order to ensure being used for the actual speed that the speed that RWS angles is set to limit is not less than vehicle, reasonableness check is performed.
Fig. 4 A and 4B illustrate the method for performing the reasonableness check.Recombination velocity 400 (such as use one or more definite speed
Method, such as laterally and longitudinally condition of acceleration, yaw velocity or other sensings) it is used to generate the first RWS limits by ESP
System 405, and the speed from wheel speed sensors 410 is used to generate the 2nd RWS limitations 415 by ESP.First RWS limitations 405
Then become ordered angle limitation 420 with that minimum in the 2nd RWS limitations 415.Meanwhile from wheel speed sensors
410 speed limits 425 by RWS actuators using to generate reasonableness check angle.If reasonability limitation is less than order
Limitation, then limited using reasonability；Otherwise using the limitation of order.
Fig. 5 shows that vehicle is in the situation of severe braking.In this case, wheel can be locked and be examined by wheel speed sensors
The speed VxWSS of survey is less than actual speed VxActual.In the example shown, the reasonability set by RWS actuators is limited to
About 2.25 ° and by ESP set order angle be limited to about 1.8 ° (using recombination velocity be because its be less than wheel speed sensing
Device speed).Because reasonability limitation does not change the limitation of order higher than ordered limitation.
Fig. 6 shows the situation of wheel spin (such as starting on ice).In this case, the speed detected by wheel speed sensors
It spends VxWSS and is more than actual vehicle speed VxActual.ESP sets the angle limitation of order to based on VxWSS, is based on because this is less than
The situation of VxActual.Therefore, the angle limitation of order and reasonability limitation the two are same.
In some embodiments, the system starts (for example, chart 300 of such as Fig. 3) with hard limitation.RWS is limited to
Initial threshold.After ESP FTT (such as 100ms) pass by, if the situation that RWS is turned off is caused not occur, then it is assumed that
It is safe (meeting ASIL D gradings).Therefore, by being adapted to the maximum angle for being used for speed from it (according to table 1)
(such as 100ms) of preceding time is restricted RWS outputs and non-central location, angle limitation are conditioned.The control is by RWS actuators
It performs and causes and adjust limitation and the ASIL D gradings for system as shown in Figure 7.
RWS limitations can be obtained from inquiry table or can calculated by RWS actuators.In order to calculate RWS limitations, from
Ackermann formula (formula 1) start,
Wherein,
For with reference to yaw velocity,
vxFor x directions speed,
δ is wheel rotational angle,
L is wheelspan (wheel base), and
vchIt is characterized speed.
Then formula 1 is reset for nose wheel angle (formula 2),
Next, side acceleration,Replaceable reference yaw velocity (formula 3),
Fig. 8 shows (to obtain from safe metric system with 130km/h characteristic velocities and using 0.13g side accelerations
) vehicle maximum RWS angles (i.e. RWS limitations) chart.The limitation shown in Fig. 8 is slightly changed with under low speed
Linear ramp 800.This is done to reduce the sensibility to speed mistake.
In some cases, it may be desirable to be expand RWS limitation.For example, when driver performs avoidance strategy, such as hide
Keep away object.It has been determined that these situations temporally occur less than 1%.Fig. 9 shows, being designed to be obtained under all speed
+/- 0.6g side accelerations test drives cycle during, analyzed all data samples about 99.5% have it is small
In the steering wheel angular velocity of 90 degrees seconds (deg/sec).Therefore the factor can be obtained from steering wheel angular velocity (such as in CAN bus)
It obtains and is used to change maximum angle limitation, and do not increase security risk for the normal driving of 99.5% situation.
Because ASIL gradings determine that these power situations can be removed based on stringency, exposed property and controllability,
So that relatively low ASIL B gradings can be received.As shown in Figure 10, steering angle sensor 900 detect steering angle and
The change rate of the steering angle of steering wheel.Steering angle 905 is provided to ESP 910, which determines RWS angles and by described in
RWS angles 915 are provided to RWS actuators 920.Steering angle change rate 925 is also provided to RWS by steering angle sensor 900
Actuator 920.RWS actuators 920 (utilize hard limitation or suitable as described above based on the RWS angles 915 received from ESP 910
With limitation) RWS angles are controlled, except non-driver performs and (is determined based on change rate 925) avoidance strategy.If driver holds
Row avoidance strategy, then RWS actuators by RWS angles control by 910 requested angles of ESP and without any restrictions.
Figure 11 shows RWS actuators for the operation that RWS limitations are adjusted.Limitation incrementss are set greater than zero
And the limitation incrementss subtract attenuation rate (decay rate) (step 1100).The attenuation rate by following it needs to be determined that：
Incrementss are kept into long enough to complete avoidance strategy, but do not grow to total exposure (total exposure) more than 1%.It connects
Get off steering angle change rate the (step 1105) compared with threshold value, to determine whether driver is performing avoidance strategy.If
Driver is performing avoidance strategy, then is arranged to currently limit incrementss by limitation incrementss and steering angle change rate subtracts
Minimum angular speed (such as 90deg/sec) is multiplied by the greater in a yield value (step 1110).Steering angle limitation and then quilt
Increase with the steering angle incrementss (step 1115).If driver is not performing avoidance strategy (step 1105), turn
To angle limitation be increased with (step 1115) at the step 1100 determined by steering angle incrementss.
Thus, the present invention also provides the method being configured to the limitation of RWS angles in addition to other things.
Claims (19)
1. the rear-wheel steering system in a kind of vehicle, the system comprises：
Rear-axle steering actuator is coupled to the trailing wheel of vehicle and controls the steering angle of the trailing wheel, wherein, rear-axle steering
The fault-tolerant time that actuator has the speed based on the vehicle and changes；
Vehicle speed sensor；And
Controller is coupled to the rear-axle steering actuator and the vehicle speed sensor, and is configured to determine the speed of vehicle
And speed based on the vehicle and the fault-tolerant time of the rear-wheel steering system limit the steering angle of trailing wheel, wherein, institute
The fault-tolerant time for stating rear-axle steering actuator was included in the fault-tolerant time of the rear-wheel steering system.
2. rear-wheel steering system as claimed in claim 1, wherein, the vehicle speed sensor is wheel speed sensors.
3. rear-wheel steering system as claimed in claim 1 further includes one or more additional velocity sensors.
4. rear-wheel steering system as claimed in claim 3, wherein, one or more of additional velocity sensors, which come from, to be included indulging
To the group of acceleration transducer, lateral acceleration sensor and yaw-rate sensor.
5. rear-wheel steering system as claimed in claim 3, wherein, the steering angle of trailing wheel is based on by one or more of additional
That higher speed in speed that velocity sensor determines and the speed determined by the vehicle speed sensor.
6. rear-wheel steering system as claimed in claim 1, wherein, the speed based on the vehicle sets maximum yaw velocity.
7. rear-wheel steering system as claimed in claim 1, wherein, it is determined based on the speed of the vehicle with maximum yaw velocity
Steering locking angle degree.
8. rear-wheel steering system as claimed in claim 1, wherein, the steering locking angle degree of trailing wheel is equal to the fault-tolerant time one
Time phase increases after passing by, and previous steering locking angle degree during the time phase is not reaching to.
9. rear-wheel steering system as claimed in claim 1, wherein, the steering locking angle degree of trailing wheel passes through the rear-axle steering actuator
It calculates.
10. rear-wheel steering system as claimed in claim 1, wherein, the steering locking angle degree of trailing wheel is determined by inquiry table.
11. rear-wheel steering system as claimed in claim 1, wherein, use the steering locking angle degree of formula calculating trailing wheel.
12. rear-wheel steering system as claimed in claim 1, wherein, when the change rate of requested steering angle is more than a threshold value
Increase the steering locking angle degree of trailing wheel.
13. a kind of method of the steering locking angle degree of control vehicle rear wheel, the described method includes：
Determine the speed of vehicle；
The maximum yaw velocity of vehicle is determined based on the speed of the vehicle；
Determine the fault-tolerant time of rear-wheel steering system, wherein, speed of the fault-tolerant time of rear-axle steering actuator based on the vehicle
It spends and changes, the fault-tolerant time of the rear-axle steering actuator was included in the fault-tolerant time of the rear-wheel steering system；
By controller based on the speed of the vehicle and maximum fault-tolerant time of the rear-wheel steering system come after determining vehicle
The steering locking angle degree of wheel；And
The steering angle of vehicle rear wheel is limited based on the steering locking angle degree of identified vehicle rear wheel by the controller.
14. such as method of claim 13, wherein, the speed of the vehicle is true by wheel speed sensors and multiple additional sensors
It is fixed.
15. such as the method for claim 14, wherein, the steering angle of trailing wheel by the multiple additional sensor based on being determined
That higher speed in speed and the speed determined by the wheel speed sensors.
16. such as method of claim 13, after being additionally included in one equal to the time phase increase afterwards in the past of the fault-tolerant time
The steering locking angle degree of wheel, and previous steering locking angle degree during the time phase is not reaching to.
17. such as the method for claim 13, the steering locking angle degree that trailing wheel is determined using inquiry table is further included.
18. such as the method for claim 13, the steering locking angle degree that trailing wheel is calculated using formula is further included.
19. such as method of claim 13, after the change rate for being additionally included in requested steering angle increases when being more than a threshold value
The steering locking angle degree of wheel.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US201361825207P | 2013-05-20 | 2013-05-20 | |
| US61/825,207 | 2013-05-20 | ||
| PCT/US2014/038703 WO2014189877A1 (en) | 2013-05-20 | 2014-05-20 | Rear wheel steering control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105209324A CN105209324A (en) | 2015-12-30 |
| CN105209324B true CN105209324B (en) | 2018-05-25 |
Family
ID=50896585
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480027775.6A Active CN105209324B (en) | 2013-05-20 | 2014-05-20 | Rear-axle steering controls |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US9969425B2 (en) |
| EP (1) | EP2999614B1 (en) |
| CN (1) | CN105209324B (en) |
| WO (1) | WO2014189877A1 (en) |
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| JP6092825B2 (en) * | 2014-09-12 | 2017-03-08 | アイシン精機株式会社 | Vehicle control device |
| CN104802803B (en) * | 2015-05-13 | 2017-04-05 | 吉林大学 | A kind of automobile characteristic speed measuring method |
| WO2017030774A1 (en) | 2015-08-14 | 2017-02-23 | Crown Equipment Corporation | Model based diagnostics based on steering model |
| EP3334630B1 (en) | 2015-08-14 | 2023-11-15 | Crown Equipment Corporation | Diagnostic supervisor to determine if a traction system is in a fault condition |
| DE102017008427B4 (en) * | 2016-09-08 | 2021-02-25 | Mando Corporation | Device and method for controlling a rear wheel steering |
| AU2017393176B2 (en) | 2017-01-13 | 2023-05-11 | Crown Equipment Corporation | High speed straight ahead tiller desensitization |
| AU2017393175B2 (en) | 2017-01-13 | 2023-08-31 | Crown Equipment Corporation | Traction speed recovery based on steer wheel dynamic |
| CN110678347B (en) | 2017-02-25 | 2023-01-06 | 优动产品公司 | Motor vehicle |
| JP2018144646A (en) * | 2017-03-06 | 2018-09-20 | 株式会社ジェイテクト | Attitude control device |
| KR102202752B1 (en) * | 2017-06-30 | 2021-01-14 | 현대모비스 주식회사 | Method for controlling rear wheel steering in vehicle and apparatus thereof |
| FR3071219B1 (en) * | 2017-09-15 | 2019-10-18 | Jtekt Europe | METHOD FOR OPTIMIZING A VEHICLE SPEED INDICATOR PARAMETER FOR DIRECTION ASSISTANCE FUNCTIONS AND SECURITY FUNCTIONS |
| WO2019083806A1 (en) * | 2017-10-24 | 2019-05-02 | Schaeffler Technologies AG & Co. KG | Adaptive wheel base rear steering control |
| EP3613652B1 (en) | 2018-08-22 | 2021-12-29 | AGCO Corporation | Anti-rollover for harvesters with electronic steering |
| US11129331B2 (en) * | 2019-01-04 | 2021-09-28 | Cnh Industrial America Llc | Steering control system for harvester and methods of using the same |
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Also Published As
| Publication number | Publication date |
|---|---|
| US20160039455A1 (en) | 2016-02-11 |
| US9969425B2 (en) | 2018-05-15 |
| CN105209324A (en) | 2015-12-30 |
| EP2999614A1 (en) | 2016-03-30 |
| WO2014189877A1 (en) | 2014-11-27 |
| EP2999614B1 (en) | 2017-10-11 |
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